Transverse Joints Research Articles

Evaluation of the distribution of mechanoreceptors in the hip joint with severe coxarthrosis in 9 patients: A histologic and stereological study

Due to its high mobility, hip joint plays a crucial role in executing many movements such as standing, sitting, running, crouching. The distribution of mechanoreceptors and neural elements in anatomical structures that provide stabilization of the hip joint is important in determining the optimal surgical incision site for the hip joint stabilizers in patients with coxarthrosis. Various studies have been conducted about the mechanoreceptors and distribution of neural elements in structures such as the transvers acetabular ligament, teres (round) ligament of femur, acetabular labrum and hip joint capsule with using various staining methods. To our knowledge, there is insufficient information about the mechanoreceptor distribution within the anatomic structures that participate in stabilization of the hip joint. This study is planned to examine the distribution of mechanoreceptors in the transverse acetabular ligament, teres ligament, acetabular labrum and joint capsule in samples obtained during the surgery who are operated for hip replacement surgery due to severe coxarthrosis. Each specimen was stained with silver impregnation technique and density of mechanoreceptors were estimated by stereological method. Teres ligament has the highest number of mechanoreceptors among all other specimens. Within the joint capsule, mechanoreceptors were most abundant at its antero-inferior part, whereas its anterior part contained the lowest number of mechanoreceptors. These results suggest that, as the anterior part of hip capsule bears the lowest number of mechanoreceptors, it might be safer for incision during total hip arthroplasty surgery.

Optimization and control strategy of ideal temperature control curve for super-high arch dam

During the construction period, the super-high arch dam is poured monolithically, and the temperature stress level is high. The key to ensure the overall safety of the dam is to do a good job of temperature control and crack prevention during the construction period, and the formulation and optimization of temperature drop curve during the construction period is an important prerequisite for ensuring the temperature control. In addition to the conventional indexes such as the maximum temperature, temperature gradient, cooling range, cooling rate and final combined stress, the transverse joint aperture of the dam should be taken into consideration for the determination of temperature drop curve during dam construction. In this paper, Baihetan super-high arch dam project was taken as an example to study this problem, and the influence of different maximum temperature, target temperature and different cooling process on dam temperature stress, safety factor and transverse joint aperture was systematically analyzed. The results showed that different cooling processes and the setting of stage target temperature have obvious effects on the temperature stress, transverse joint aperture and safety factor during dam construction, and the coupling relation between these factors should be considered comprehensively in formulating the ideal cooling curve, so as to realize the optimization of the overall safety risk of the dam.

Selection and optimization of water filling scheme in front of super-high arch dam

During the construction of super-high arch dam, the timing of water filling in front of the dam is the key link in the safety management and control of arch dam. Besides the cantilever of dam and the transverse joint aperture of concrete arch dam, the stress in the corridor area at the bottom of the dam should be considered for the timing of water filling in the dam. In this paper, Baihetan super-high arch dam project was taken as an example to study this problem, and the risk of overall dam overhang under gravity load and the influence of different water levels on the transverse joint aperture and stress in the corridor area was systematically analyzed. The research results showed that different water level elevations have obvious influence on the transverse joint aperture and stress state in corridor area, and the selection of water level elevations needs to comprehensively consider the mutual coupling relationship among these influencing factors, so as to realize the effective control of dam safety risk.

Improved artificial neural networks for predicting the response of unbonded concrete overlays in a faulting prediction model

ABSTRACT Transverse joint faulting is a common distress that develops in unbonded concrete overlays (UBOLs). In the previous predictive faulting model for UBOLs, artificial neural networks (ANNs) were trained to predict the critical response (deflections) resulting from traffic and environmental loads. These ANNs were trained using an extensive factorial of finite element runs of a field-validated structural model. While the ANNs were developed to predict the critical response of UBOLs with asphalt and fabric interlayers, the predictive models were not able to differentiate the critical response as a function of interlayer type. In this study, the ANNs were improved to address this prior limitation. A separate set of ANNs was produced for UBOLs with asphalt interlayers and UBOLs with fabric interlayers. Several enhancements were also performed, including modification of the ANN architecture and the inclusion of an extensive sensitivity analysis in the validation process. The newly developed ANNs are incorporated into the Pitt UBOL-ME faulting prediction model and design guide.

Transverse Joint Design of Small–Medium-Span Fully Precast Steel–UHPC Lightweight Composite Bridge

Abstract Joints are always the key issue of the precast bridge structures for accelerated construction. In this paper, the transverse joint of a fully precast steel–UHPC lightweight composite bridg...

Automated joint faulting measurement based on full-lane 3D pavement surface data

Using full-lane 3D pavement data, this paper proposes an automated and systematic approach to efficient measurement of pavement faulting occurring at transverse joints. First, a Fully Convolutional Network (FCN) is proposed in the paper to detect pavement joints. The experimental results demonstrate that the proposed FCN outperforms FCN-VGG16 and U-Net in terms of detection accuracy, but results in a slower processing speed due to the increased number of hidden layers. Compared with the 3D Shadow Modeling, the proposed FCN shows significant improvements in terms of both accuracy and time efficiency. The precision, recall and F-measure achieved by the proposed FCN on 1130 testing images are 92.64%, 97.14% and 94.83% respectively. Based on detection outputs of the proposed FCN, this paper applies Hough Transform only at orientations feasible for transverse joints. Such a strategy helps retain transverse joints for analysis, and eliminate unneeded longitudinal joints. Finally, this paper proposes a practical method to conduct comprehensive faulting measurements along the entire detected transverse joint, while field measurements today are generally on limited spots on the joint. Meaningful statistical indicators are also recommended in the paper to describe the general faulting condition along a transverse joint. The field test on a jointed concrete pavement reveals that the proposed automated approach is comparable in accuracy with manual investigation. Measurement errors at most testing locations are within ± 2 mm, and the average absolute error with respect to all testing locations is 1.2 mm. Compared with manual means or automated methods using only a few longitudinal profiles, the proposed automation of faulting survey achieves the following improvements: detecting transverse joints to the full-lane width through full-lane 3D pavement data as well as deep learning technology, and measuring faulting values along the entire transverse joint in a more efficient and more complete manner.

Local Calibration of Pavement Mechanistic-Empirical Faulting Reliability using Pavement Management Data

The Pavement ME transverse joint faulting model incorporates mechanistic theories that predict development of joint faulting in jointed plain concrete pavements (JPCP). The model is calibrated using the Long-Term Pavement Performance database. However, the Mechanistic-Empirical Pavement Design Guide (MEPDG) encourages transportation agencies, such as state departments of transportation, to perform local calibrations of the faulting model included in Pavement ME. Model calibration is a complicated and effort-intensive process that requires high-quality pavement design and performance data. Pavement management data—which is collected regularly and in large amounts—may present higher variability than is desired for faulting performance model calibration. The MEPDG performance prediction models predict pavement distresses with 50% reliability. JPCP are usually designed for high levels of faulting reliability to reduce likelihood of excessive faulting. For design, improving the faulting reliability model is as important as improving the faulting prediction model. This paper proposes a calibration of the Pavement ME reliability model using pavement management system (PMS) data. It illustrates the proposed approach using PMS data from Pennsylvania Department of Transportation. Results show an increase in accuracy for faulting predictions using the new reliability model with various design characteristics. Moreover, the new reliability model allows design of JPCP considering higher levels of traffic because of the less conservative predictions.

Rate-dependent thermal behavior of fillet welds subjected to various load angles

The objective of this paper is to investigate the rate-dependent thermal behavior of fillet welds in welded lap joints subjected to different load angles. Performance of welds in fire is complex due to unexpected induced forces that are developed due to different fire-time exposures. To address this issue, an experimental program is performed to examine the rate-dependent behavior of fillet welds for three different welded lap joint configurations under steady-state thermal conditions. The lap joints are classified as longitudinal, inclined, and transverse where the angle between the axis of the fillet weld and the direction of the applied load is 0°, 45°, and 90°, respectively. Two displacement loading rates are used: 1.5 mm/min (fast) and 0.1 mm/min (slow). Retention factors for the weld material under different displacement loading rates and angles are presented and compared with those available in the literature. The results show that the effect of displacement loading rate is significant for temperatures larger than 400 °C and become severely significant at temperatures larger than 500 °C. The effect of the slow displacement loading rate (0.1 mm/min) at 700 °C reaches around 40%, 37%, and 29% decrease in strength capacities for transverse, inclined, and longitudinal welded lap joints, respectively.

Human Response to Vehicle Vibrations and Acoustics during Transient Road Excitations

Driving over rising and falling edges on roads and pavements, rails, manhole covers, or transverse joints can influence the driving impression regarding the driver’s perception of vibrations and acoustics. To be able to describe this, objective parameters are used to make the subjective ride comfort measurable and scalable. Previous studies have already contributed to the investigation of the subjective perception regarding the interaction of vibrations and acoustics. However, the results were individual. Aimed at improving the quality of objective analysis methods, driving maneuvers were performed in a real vehicle to investigate the interaction of vibrations and acoustics due to transient road excitations. For this purpose, a sound reproduction system was used, which could provide the acoustic environment for the driver to adapt to while driving. With this method, subjective ratings by varying vibrations and acoustics were collected and with reference to objective parameters statistically evaluated. The results showed that both tactile and audible vibrations under transient influences had no significant interactive effects on the driver’s perception.

North American musculoskeletal ultrasound scanning protocol of the hip, knee, ankle, and foot: update of a Delphi consensus study.

A North American rheumatology consensus on tiered-mastery designation for anatomic views was developed in 2011 for course and fellowship teaching. This study updates the lower extremity joint scanning protocols aiming to inform musculoskeletal ultrasound curriculum development for the American College of Rheumatology affiliated Fellowship Programs. Three Delphi rounds were conducted to reach consensus for tiered-level mastery designation for hip, knee, ankle, and foot scanning views. The survey was disseminated (Qualtrics™) to 101 potential participants with ultrasound teaching experience. High agreement was defined as ≥ 85% consensus and final tier designation as having >50% agreement for the preferred tier. Response changes were evaluated by McNemar's chi-square test. Consensus regarding tier designations was reached for 80% of the views. Three knee views (anterior transverse suprapatellar, medial, and lateral longitudinal) and 2 ankle views (anterior and posterior transverse) achieved upgrades to tier 1 from 2. The transverse sacroiliac hip joint was downgraded from tier 2 to 3. The lateral longitudinal hip view was added with a tier 1 designation. Updated scanning protocols support modifications reflecting current scanning methods delivered by North American rheumatologists performing point of care ultrasound that may inform educators involved in rheumatology ultrasound. Key Points • The anterior transverse suprapatellar, medial, and lateral longitudinal knee views; the anterior and posterior transverse ankle views; and the lateral longitudinal view hip view were perceived as important to master and perform routinely. • The transverse sacroiliac joint view was suggested to be performed based on practice focus.

Kinematic and Kinetic Predictors of Y-Balance Test Performance.

BackgroundThe Y-Balance Test (YBT) assesses dynamic stability and neuromuscular control of the lower extremity. Several authors have analyzed kinematic predictors of YBT performance with conflicting results, but the influence of kinetic factors is not well understood.PurposeTo examine kinematic predictors of YBT performance and determine the joint kinetics which predict YBT performance.Study DesignCross-sectional study.MethodsThirty-one physically active individuals performed YBT trials on a force plate while whole body kinematics were recorded using a motion capture system. Sagittal, frontal, and transverse plane joint kinematics and joint moments were calculated at maximum reach in each YBT reach direction. Variables correlated with reach distances at the p < 0.2 level were entered into a stepwise linear regression.ResultsIn the anterior direction, knee flexion and torso rotation (R2=0.458, p<0.001) and knee extensor and hip abductor moments (R2=0.461, p<0.001) were the best kinematic and kinetic predictors of reach distance. In the posterior medial direction, hip flexion, ankle dorsiflexion, and ankle rotation accounted for 45.8% of the variance in reach direction (p<0.001) while hip and knee extensor, and hip abductor moments explained 72.6% of the variance in reach distance (p<0.001). In the posterior lateral direction, hip flexion and pelvic rotation (R2=0.696, p<.001) and hip extensor moments (R2=0.433, p=0.001) were the best kinematic and kinetic predictors of reach distance.ConclusionThe ability to generate large hip and knee joint moments in the sagittal and frontal plane are critical for YBT performance.Level of Evidence3.

Free moment induced by oblique transverse tarsal joint: investigation by constructive approach.

The human foot provides numerous functions that let humans deal with various environments. Recently, study of the structure of the human foot and adjustment of an appropriate reaction force and vertical free moment during bipedal locomotion has gained attention. However, little is known about the mechanical (morphological) contribution of the foot structure to the reaction force and free moment. It is difficult to conduct a comparative experiment to investigate the contribution systematically by using conventional methods with human and cadaver foot experiments. This study focuses on the oblique transverse tarsal joint (TTJ) of the human foot, whose mechanical structure can generate appropriate free moments. We conduct comparative experiments with a rigid foot, a non-oblique joint foot (i.e. mimicking only the flexion/extension of the midfoot), and an oblique joint foot. Axial loading and walking experiments were conducted with these feet. The axial loading experiment demonstrated that the oblique foot generated free moment in the direction of internal rotation, as observed in the human foot. The walking experiment showed that the magnitude of the free moment generated with the oblique foot is significantly lower than that with the rigid foot during the stance phase. Using this constructive approach, the present study demonstrated that the oblique axis of the TTJ can mechanically generate free moments. This capacity might affect the transverse motion of bipedal walking.

Redevelopment of Artificial Neural Networks for Predicting the Response of Bonded Concrete Overlays of Asphalt for use in a Faulting Prediction Model

Transverse joint faulting is a common distress in bonded concrete overlays of asphalt pavements (BCOAs), also known as whitetopping. However, to date, there is no predictive faulting model available for these structures. Therefore, the intended research is to develop a predictive faulting model for BCOAs. In addition, it is important to be able to account for conditions unique to BCOA when characterizing the response in a faulting prediction model. To address this, computational models were developed using a three-dimensional finite element program, ABAQUS, to accurately predict the response of these structures. These models account for different depths of joint activation, as well as full and partial bonding between the concrete overlay and existing asphalt pavement. The models were validated with falling weight deflectometer (FWD) data from existing field sections at the Minnesota Road Research Facility (MnROAD) as well as at the University of California Pavement Research Center (UCPRC). A fractional factorial analysis was executed using the computational models to generate a database to be used in the development of the predictive models. The predictive models, based on artificial neural networks (ANNs), are used to rapidly estimate the structural response at the joint in BCOA to environmental and traffic loads so that these responses can be incorporated into the design process. The structural response obtained using the ANNs is related to damage using the differential energy concept. Future work includes the implementation of the ANNs developed in this study into a faulting prediction model for designing BCOA.

Effect of metakaolin-based geopolymer concrete on the length of rigid pavement slabs

Rigid pavement is one of the pavement methods used specially in high traffic zones. Up till now, Portland cement concrete (PCC) is the most commonly used material for rigid pavement. One of the problems that faces PCC is the allowable spacing for transverse joints in rigid pavements’ plain concrete slabs. As recommended by different standards and design manuals, the recommended length of slabs is about 4.5–5 m (In PCA, Thickness Design for Concrete Highway and Street Pavements. Engineering Bulletin EB109P. Skokie, IL, (1984); In ECP, Egyptian code of practice for urban and rural roads part 4: road material and its tests. Housing and Building National Research Center, Egypt, (2018); In FDOT, Rigid Pavement Design Manual. Pavement Management Office, Document No. 625-010-006-e, Tallahassee, Florida, (2009)), this is referred to the thermal volumetric changes in PCC. The low allowable transverse joints spacing in rigid pavement reduces the implementation rates and increases the cost. Geopolymer concrete (GPC) is one of the innovative types of concrete that is eco-friendly than gain early strength in ambient temperature and can gain higher strength by heating. In this research, GPC was investigated to determine its drying shrinkage and thermal expansion behavior and therefore affect the length of concrete slabs in rigid pavement. This different type of concrete showed an acceptable performance against drying shrinkage and thermal expansion more than PCC.

Anomalous plantar intrinsic foot muscle attaching to the medial longitudinal arch: possible mechanism for medial nerve entrapment: a case report

BackgroundMuscular variations are potentially symptomatic and may complicate imaging interpretation. Intrinsic foot musculature and extrinsic tendon insertion variations are common. Distinct supernumerary muscles are rare. We report a novel anomalous intrinsic foot muscle on the medial longitudinal arch.Case presentationAn accessory muscle was encountered on the medial arch of the right foot of a 78-year-old white male cadaver, between layers two and three of the foot intrinsics. It did not appear to be a slip or variant of a known foot muscle. This muscle consisted of two slips that ran transversely on the plantar aspect of the medial arch, crossing the medial transverse tarsal joint and attaching to the tuberosity of the navicular, the short and long plantar ligaments, and spring ligament.ConclusionsThe medial plantar vessels and nerve passed from deep to superficial between the two slips, and this suggests a possible location for medial nerve entrapment.

Optimization of the tensile-shear strength of laser-welded lap joints of ultra-high strength abrasion resistance steel

The tensile-shear strength of laser-welded lap joints developed in abrasion resistance ultra-high strength ARS-600 steel was optimized by evaluating the joints achieved with different welding parameters and various configurations of weld patterns, including multiple continuous longitudinal and transverse weldments. The microstructural evolution of the fusion zone was characterized by electron backscatter diffraction (EBSD) after welding with different values of energy input (60–320 J/mm). Furthermore, in order to better comprehend the shear response of different weld patterns, stress analysis of various longitudinal and transverse lap joints was conducted by the finite element method (FEM).

Evaluation of trigger temperature for concrete pavement growth based on joint movement data

The failure of concrete pavement as a result of pavement growth has become a serious concern as it causes blow-up distress and damages the adjoining structures, such as bridge abutments and decks. This further adversely impacts the road user, and the roads thus require costly maintenance and reparations. Pavement growth is caused by pressure generated from rising temperature and moisture content in the concrete pavement. The trigger temperature for pavement growth (TTPG) is the temperature at which all transverse cracks and contraction joints between the expansion joints begin contacting and generating an axial compressive force in the pavement section. This is a critical factor affecting pavement growth. However, the evaluation of TTPG has not been documented yet. TTPG is affected by the accumulation of concrete slab expansion resulting from the alkali-silica reaction, amount of incompressible material infiltrated in the joint or cracking. The rate of this accumulation depends on the environmental conditions, pavement age, pavement configuration, and pavement materials. Therefore, this study examines the factors affecting TTPG of in-service pavements, using the Long-Term Pavement Performance Seasonal Monitoring Program database. According to the results, TTPG is significantly affected by pavement age, precipitation, and joint spacing. The paper further presents an empirical equation to estimate the TTPG of concrete pavement under the given conditions based on the generalized linear modeling regression method.

Effect of Facet Tropism on Postoperative Cervical Range of Motion After Single-Level Cervical Disc Arthroplasty.

Study Design:Retrospective analysis.Objectives:Cervical disc arthroplasty (CDA) was designed to replace the degenerated disc with the prosthesis to preserve cervical motion. The commonly used artificial discs are designed symmetric, whereas the facet joints were reported to be asymmetric in many people. This study aimed to evaluate the effect of facet tropism on the cervical range of motion (ROM) after single-level CDA using Prestige LP.Methods:A total of 90 patients who underwent single-level CDA using Prestige LP from 2012 to 2017 were retrospectively reviewed. Radiographs were taken at each time point to measure the C2-C7 ROM and the ROM at the surgical segment. The pre-operation CT scans were utilized to reconstruct and calculate the angular direction of facet joints with respect to transverse, coronal, and sagittal reference planes. Facet tropism above 7° was defined as facet joint asymmetry.Results:No significant difference was found in flexion-extension C2-C7 ROM or ROM at the surgical segment between patients with symmetric and asymmetric fact joints regarding the sagittal plane. Patients with coronal asymmetric facet joints had lower flexion-extension ROM at the surgical level. Patients with transverse asymmetric facet joints had both lower flexion-extension C2-C7 ROM and ROM at the surgical level. After CDA surgery, patients obtained good clinical outcomes including increased Japanese Orthopedic Association (JOA) and decreased Neck Disability Index (NDI) as well as Visual Analogue Scale (VAS).Conclusion:The coronal and transverse tropism seemed to be correlated with decreased flexion-extension ROM after CDA using Prestige LP.

Increased core stability is associated with reduced knee valgus during single-leg landing tasks: Investigating lumbar spine and hip joint rotational stiffness

Knee valgus during landing has been identified as a strong correlate of ACL injury. Inappropriate trunk control during landing contributes to high knee valgus, with neuromuscular factors related to core stability postulated as the mechanism. This investigation probed the influence of trunk and hip mechanics, including joint stiffness, on knee mechanics, particularly high knee valgus. Specifically, this study quantified lumbar spine and hip joint rotational stiffness (a proxy for mechanical joint stability) during single-leg landing tasks known to be associated with injury risk, particularly in females. Kinematics, kinetics, and 24 channels of electromyography spanning the trunk and hip musculature were measured in 18 healthy female participants. Anatomically detailed EMG-driven musculoskeletal models quantified lumbar spine and hip joint rotational stiffness. The links between peak knee abduction angle and moment with lumbar spine and hip joint rotational stiffness were measured. Hip joint rotational stiffness influenced knee abduction across tasks (correlation coefficient ranging from −0.48 to −0.70, p < 0.05) to reduce valgus deviation. Similarly, transverse plane hip joint rotational stiffness during landings reduced knee abduction moment (R = -0.50, P = 0.03; R = -0.49, P = 0.04), and lumbar spine joint rotational stiffness reduced knee abduction angle and moment but did not consistently reach statistical significance. The control system uses stiffness to control motion. This study demonstrates the importance of proximal (lumbar spine and hip) joint rotational stiffness (i.e. core control stability) during single-leg landing to prevent knee abduction motion. Instantaneous core stability is achieved with the coordinated activation and stiffness of both trunk and hip muscles.

Rigidity calculation model for transverse joint of prefabricated utility tunnel based on physical guidance

The rigidity calculation model for transverse joint of prefabricated utility tunnel is established by Midas FEA software based on physical guidance.Taking the prefabricated multi-utility tunnel of South Kemugong road of Guangzhou Intelligent City as the experimental object, the position of its transverse joint is analyzed from the aspects of construction and internal force. Midas FEA is used to establish and analyze the three-dimensional model for the transverse joint of the utility tunnel, and the calculation parameters, boundary conditions and loading methods of the materials are obtained, so that the calculation models for the bending and axial rigidity of the transverse joint are established.The results show that the theoretical calculation value of the model is consistent with the experimental value, and it can accurately describe the deformation and internal force state of the joint in the whole process of stress. The shear rigidity of the transverse joint is 3.524×106 kN/m and the flexural rigidity of transverse joint is 1.001×105 kN×m/rad under the condition of 500 kN/m horizontal axial force per linear meter.